Brake rigging



Nov. 6 1923.

O. E. BARTHEL BRAKE RIGGING Filed Dec. 4, 1926 2 Sheets-Sheet 1 Patented 1923',

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To all wit-05bit may ao'riceM .1 x

Be it known that I, QLIVEn 'E'QBA 'rIiiLQaf citizen 'of'the United States of America, "reand State of lllicliigan have invented certain new anduseful Improvements in Brake Rig ging, of vhichtheif ollowing is a specificm; tion, reference beingvhad' therein" to the] acf companying drawings,

The object ofthis 'inventionis to provide a brake rigging that'rnay be advantageously used in eonne'ction' with the monorailtruck: disclosed in companion applicationsifiled' unf der even date; the brake riggingbeing espe cially' designed to serve wheels disposed. one

in advance of th 'gther int Central ve ti; cal'plane of th truck. s

Another object "of my nvention is: to pee vide a brake rigging which" is supportcl from truck'transon s instead oft ru"ck 1 01-,

sters, therebyinsuring angeven or uniform weal'bn brake, shoes ring or chatteringbrake action; V

A' furtherflobjectilof ethis invention is to provide abrake rigging which is simple in construction, easy to operate, and ,ofiis'uch ar rangement as to occupy a comparatively small space in a truck. r 1 The above andother'objects are attained by a constructive arrangement of parts to be hereinafter described, and reference will now be had to the drawings, wherein- Figure 1 is a plan of a brake rigging as applied to a monorail truck;

Fig. 2 is a longitudlnal sectional view ofa portion of the truck showing the brake rigging. in side elevation, and i f Fig. 3 is a cross sectional view of the truck.

In order that the jmonnting of the truckrigging may be understood'in connection with my improved monorail truck, 'I show side frames. 1 having the ends thereof pro vided with journal boxes 2 with. the axles 3 e of double flanged wheels 4 therein, said wheels being one in advanceof theother in the central vertical'plane of thetruck. V

Intermediatethe ends of the frames lrare pedestals 5, and movable between the pedestale is a car body supporting bolster which. has not been shown for thessalte. of clearness and brevity. 1. V V a The upper ends of the pedestals 5-are provided with inwardly projecting brackets 6 supporting transverse inverted channel shaped transoms 7 and 8, said transons being p g ancefofportions'of thebolsters siding at Detroit,'.in the county ;.of 'Waynefillou 'tedfionthe 'transQinSTandjS' in the I .1 1

central]jvertic al planel or" Zth e"t ruck,f are V hanger braekts'lO having aperturedsets of lugs 11'providedpgwith;pivot pins 12' for brake hangersflg. Each {brake hanger is in the: formofa' set ofarms h'a'Ving the upper ends thereof o'n the pin 12 at the outer" sides of the lugs 11; "and}th e .low'er ,nds'of the arms .are inproximity toeach:otlier and connected 1 ibyja P t pin30f0f each-brake han 1-, v V e :is aneper-tured lugi '14 of brake headl'1'55 v v I 1011 the pivot said brake head having a conventional "foiin oiifbrake shoefld The 'brake" head {15""also 1 has "a set of faper'tured arms l7 flndfblli8s V arm's-areset mgpmnesat an; angle to tlie'cen V traljve'rtic'al plane 'of .thetruck, as best r u h u nF sa 2 and; 3-

1 '1' MQuIltGdff'OlIl the'tra'ns'om 'fi'f at oneen-d a erturead endingflag: 19*, and pivotally planeof thetruck.

17 of one brake head by a pin 24'andj the disposed in a iiiisia withftheiiincr ivalls 1 1 thereofrecessed; as at: 9,"to provide' clear-f j deadllever' bracketlllfwith an i n w id il d e d i l P n 2 i? i S 7 e offlinks 21fwhich'e'xtend under the transo nf ra h v the dsihe e' "pit te y on nested; byfa pin 22 to an an'gnla'rly disposed V 7 dead lever 23, said lever being disposed at an anglewhich intersects the centralvertical,

: The dead1leverl23fhas its interme'diatew' portion pivotally mounted between the arms lower endof said dead leveris 'pi'votally eonnected as at 25,'.to aturn buekleconnectingl imember 26. The opposite end of the turn r v v I 'buckle connectin 'member' 26 is pivotally connectedfa's at 2 ,to the lower end of'a liver ;n1ember28,1said lev'erbeing'disposed'inthe' v,

same angular; plane' 'as; the deadlever and having its intermediate portion pivotally I mounted, bya'pin 29 between the arms '17 of therother, brake "head clfn The upper endgo f the l'ivefleveris adapted tobe connected to? 'any'rod or brake operating elementf f 'c Inoperation, movement-ofthe upper end of the live-lever '28gcause's'the deadiglevere23'l i V to be actuated"throughthe mediumof the turn buckle connee tion 726,-" and. assuming that the-live'lever28' is shifted in a direction f 1 r p to apply the brake head and its shoe, car- 'ried by said'live lever, the lowere'nd of the l live levershifts the lower end ofthe. dead lever 23 so that the brake head and shoel carried thereby will be placed in a; set posi t-ion relative to the wheel served by this portion of the brake. This is brought about by the upper end of the dead lever being movedly supported by the links 21 and the dead lever bracket 18, and should the live lever 28 be shifted to release the brakes, the brake heads 15 are actuated in synchronism to retract the brake shoes 16 relative to the wheels 4:.

I attach considerable importance to the simplicity of constructionentering into the brake rigging since it is possible to mount the same centrally of the truck and thus provide clearance for any other devices that may be associated with the truck. F urthermore, easy access can be had to the brake heads for renewing brake shoes thereof and it is through the medium of the turn buckle connection that the live and dead levers may be adjusted to take up wear onthe brake shoes. The brake rigging alwayshas a fixed position relative to the truck frames and wheels and will always maintain the same relative position between the brake shoes and the wheels; that is, the angle formed between the center line of a Wheel and aline drawn from the center of the wheel to the center of the brake shoe on the wheel rim is always the same. This insures an even smooth braking action, which cannot be accomplished when brake hangers are fastened to bolsters, since the bolsters have a vertical movement in the truck and woulchcfonsequently, change the position of the brake shoes relative to the wheels and cause the brake shoes to chatter and unevenly wear. My invention possesses other advantages than those herein enumerated, and I would have it understood thatwhile the brake rigging has been. especially designed for a monorail truck, yet it is applicable to any wheels placed one in advance of the other.

hat I claim is 7 1. In a mono-rail truck, truck frames having transoms, wheels between said frames and one in advance of the other in the central vertical plane of the truck, brake heads suspended from the truck transoms between the Wheels thereof, and operating means solely supported from said truck transoms for operating. said brake heads.

2-. The combination of a monorail truck I having side frames, wheels between said frames and disposed one in advance of the other, pedestals 1n sald frames, a bolster having its ends movably supported in said frames between said pedestals, transoms carriedby said pedestals, hangers centrally of said transoms, brake heads carried by said hangers and confronting said wheels, and articulated live and dead levers connected to said brake heads with said dead lever supported from one of said transoms and the live lever arranged for operation from a remote point, said brake operating mechanism being solely supported'from said transoms independent of said truck frames.

i In testimony whereof I, affix my signature in presence of two witnesses.

OLIVER E. BARTHEL.

Witnesses: v

ANNA M. Donn, KARL H. BUTLER. 

